Magnetic gas engine and method of extracting work

ABSTRACT

The present subject matter overcomes the deficiencies in the prior art by introducing or generating charged particles in an air stream and manipulating the air stream with magnetic fields operating on the charged particles. Embodiments of the present subject mater compress the air stream by accelerating charged particles with a moving magnetic field, where the magnetic field has a velocity perpendicular to its flux lines. The increased velocity of the charged particles increases the statistical mean particle velocity and thereby increases the pressure in the air stream. The compressed air stream is then heated and expanded through a second magnetic field. The expansion of the air stream substantially increases the velocity of the air stream and the charged particles therein. The interaction of the high velocity charged particles and the magnetic field imparts a force perpendicular to the flux lines, this force powers the movement of the magnetic field.

RELATED APPLICATIONS

This application is a divisional of and claims priority benefit of U.S.application Ser. No. 14/716,541 entitled “Magnetic Gas Engine and Methodof Extracting Work” filed on 19 May 2015 which is a divisional of andclaims priority benefit of U.S. application Ser. No. 12/578,341 entitled“Magnetic Gas Engine and Method of Extracting Work” filed 13 Oct. 2009now U.S. Pat. No. 9,032,705 issued 19 May 2015 which is a divisional ofand claims priority benefit of U.S. application Ser. No. 11/362,928,entitled “Magnetic Gas Engine and Method of Extracting Work” filed 28Feb. 2006, now U.S. Pat. No. 7,602,096, issued 13 Oct. 2009 which claimsthe benefit of U.S. Provisional Application 60/676,946 entitled“Magnetic Gas Engine and Method of Extracting Work” which was filed 3May 2005, the entirety of which is incorporated herein by reference.

BACKGROUND

In order to facilitate the disclosure to the present subject matter, abrief discussion of thermodynamics of jet engines, magnetism andparticle dynamics follow.

Fluid propulsion devices achieve thrust by imparting momentum to a fluidcalled the propellant. An air-breathing engine, as the name implies,uses the atmosphere for most of its propellant. The gas turbine produceshigh-temperature gas which may be used either to generate power for apropeller, generator or other mechanical apparatus or to develop thrustdirectly by expansion and acceleration of the hot gas in a nozzle. Inany case, an air breathing engine continuously draws air from theatmosphere, compresses it, adds energy in the form of heat, and thenexpands it in order to convert the added energy to shaft work or jetkinetic energy. Thus, in addition to acting as propellant, the air actsas the working fluid in a thermodynamic process in which a fraction ofthe energy is made available for propulsive purposes.

The main sources of energy for air-breathing engines are hydrocarbonfuels; however, other forms of heat energy can equally be appliedlimited by practicality.

The performance of jet engines may be understood by means of the laws ofthermodynamics, however these laws also restrict the performance tocertain upper limits which depend strongly on the maximum temperaturethe engine can withstand.

Fairly general equations for thrust and efficiency of air breathing jetengines can be derived from the momentum and energy laws without theneed for detailed consideration of the internal mechanisms of particularengines. Consider, for example, the generalized thrust producing device100 illustrated in FIG. 1, as observed from a stationary position withrespect to the device. In FIG. 1, a control surface 101 is specifiedwhich passes through the propellant outlet plane at station 2 andextends far upstream at station 1. The side surfaces of the controlvolume are parallel to the upstream velocity u and far removed from thethrust device 100. It is assumed for this discussion that the thrust andconditions at all points within the control volume do not varytemporally.

The reaction to the Thrust T transmitted through the structural support102 is indicated in FIG. 1. In this sense the engine thrust may bedefined as the vector summation of all forces on the internal andexternal surfaces of the engine and nacelle.

The thrust of the generalized thrust producer as it applies to steadyflow in the x direction only gives:

ΣF _(x) =

u _(x)(ρu·n)dA.   (1)

With the assumption of reversible external flow, both the pressure andthe velocity may be assumed constant over the entire control surface,except over the exhaust area A_(e) of the engine. If the exhaustvelocity u_(e) is supersonic, the exhaust pressure p_(e) may differ fromthe ambient pressure p_(a). The net pressure force on the controlsurface is therefore (p_(a)−p_(a))A_(e). The only other forces acting onthis control volume is the reaction to the thrust T. Adding up theforces on the control surface which act in the x-direction results in:

ΣF _(x)=(p _(a) −p _(e))A _(e) +T.   (2)

Far upstream at station 1 the air which is drawn into the engine crossesthe control surface through capture area A_(i) at a rate n&_(a) given byn&_(a)=ρuA_(i), in which ρ is the ambient density and u is the flightvelocity. The mass flux crossing the exhaust area A_(e) ism_(e)=ρ_(e)u_(e)A_(e). Taking account of the fuel flow rate n&_(f), wehave n&_(e)={dot over (m)}_(a)+{dot over (m)}_(f) and,

n&_(f)=ρ_(e) u _(e) A _(e) −ρuA _(i).   (3)

Now, considering the requirement of continuity for the control volume asa whole, and assuming that the fuel flow originates from outside, thecontrol volume for steady flow is

ρu·ndA=0.   (4)

which for the present case may be written as:

ρ_(e) u _(e) A _(e) +ρu(A−A _(i))+n&_(s) −n&_(j) −ρuA=0   (5)

in which A is the cross sectional area of the control volume normal tothe velocity u and {dot over (m)}_(s) is the mass flow of air throughthe side surfaces of the control volume. However in a power generationapplication such as a gas turbine the mass flow of a v may be written aszero.

n&_(s) =ρu(A _(e) −A _(i)).   (6)

If the sides of the control volume are sufficiently distant from thethrust producer 100, it may be assumed that this flow crosses thecontrol surfaces with a very small velocity in the γ direction and anessentially undisturbed velocity component in the x direction. Thus, themomentum carried out by the control volume with this flow is simply muand when the components only in the x direction are considered, theright hand side of the equation may be written as:

u _(x)ρ(u·n)dA=n&_(e) u _(e) +n&_(s) u+ρu(A−A _(e))u−n&_(a) u−ρu(A−A_(i))u   (7)

which is the net outward flux of x-momentum from the control volume 101.Using Equation 6, we may reduce this to:

u _(x)ρ(u·n)dA=n&_(e) u _(e) −n&_(a) u.   (8)

When we use Equations 2 and 8, the momentum equation 1 becomes

T=T=n&_(e) u _(e) +n&_(s) u _(e)+(p _(e) +p _(a))A _(e)   (9)

or, defining the fuel-air ration f=n&_(f)/n&_(a), we have:

T=m _(e)[(1+f)u _(e) −u]+(p _(e) −p _(a))A _(e).   (10)

The term (ρ_(e)−ρ_(a))A_(e) is non zero only if the exhaust jet issupersonic and the nozzle does not expand the exhaust jet to ambientpressure. Even if it is non zero, it is usually small compared to themomentum-flux term.

It should be borne in mind that in the derivation of Equation 10, theflow external to the engine has been assumed reversible. If this is notso, due to significant boundary layer effects such as separation, theactual force transmitted by the structural support 102 of FIG. 1 couldbe appreciably less than Equation 10 would predict. For engines whichhave two distinct exhaust streams, Equation 1 must be applied separatelyto each stream.

Ramjets

The simplest of all air-breathing engines is the ramjet. As shownschematically in FIG. 2, it consists of a diffuser 201, a combustionchamber 203, and an exhaust nozzle 205. Air enters the diffuser 201where it is compressed before it is mixed with the fuel and burned inthe combustion chamber 203. The hot gases are then expelled through thenozzle 205 by virtue of the pressure rise in the diffuser 201 as theincoming air is decelerated from flight speed to a relatively lowvelocity within the combustion chamber 203. Consequently, althoughramjets can operate at subsonic flight speeds, the increasing pressurerise accompanying higher flight speeds renders the ramjet most suitablefor supersonic flight.

Since the combustion chamber requires an inlet Mach (M) number of about0.2 to 0.3, the pressure rise at supersonic flight speeds can besubstantial. For example, for isentropic deceleration from M=3 to M=0.3,the static pressure ratio between ambient and combustion chamberpressures can be around 34. Only a fraction of the isentropic pressureratio is actually achieved since, especially at high Mach numbers, thestagnation pressure losses associated with shocks are substantial. Aftercompression the air flows past the fuel injectors 211 which spray astream of fine fuel droplets so that the air and fuel mix as rapidly aspossible. The mixture than flows through the combustion chamber 203which usually contains a flame holder 212 to stabilize the flame.Combustion raises the temperature of the mixture to around 4000° Rbefore the products of combustion expand to high velocity in the nozzle205. This thrust is actually applied by pressure and shear forcesdistributed over the surfaces of the engine 200.

In order to understand the performance of the ramjet, it is helpful toperform a thermodynamic analysis of a simplified model. Let us assumethat the compression and expansion processes in the engine arereversible and adiabatic, and that the combustion process takes place atconstant pressure. These assumptions are not, of course, realistic. Inthe actual diffuser, there are always irreversibilities due to shocks,mixing, and wall friction. Additionally, it may be noted that, unlessthe combustion occurs at very low fluid velocity, both static and totalpressures will drop, due to heat addition. Departures from isentropicflow in a real nozzle occur due to friction and heat transfer. However,the ideal ramjet is a most useful concept, since its performance is thehighest that the laws of thermodynamics will permit, and is the limitwhich real engines will approach if an engine's irreversibility's can bereduced.

Using the station numbers of FIG. 2, FIG. 3 shows, on atemperature-entropy diagram, the processes air goes through in an idealramjet. The compression process takes air from its condition at station(a) isentropically to its stagnation state (02) at station (2). Thecombustion process is represented by a constant-pressure heat and massaddition process (02) to (04) up to the maximum temperature T₀₄. Theexit nozzle 205 expands the combustion products isentropically to theambient pressure (06). (Isentropic expansion demands that exhaustpressure equal ambient pressure). The ideal engine thrust may beobtained from Equation 10 as

T=n&_(a)[(1+f)u _(e) −u]  (11)

With isentropic compression and expansion processes, andconstant-pressure heat and mass addition, it follows that the stagnationpressure must be constant throughout the engine. Therefore p_(0a)=p₀₆.

If variations in fluid properties (R, γ) through the engine are ignoredfor this ideal case,

$\begin{matrix}{{\frac{p_{0a}}{p_{a}} = {\left( {1 + {\frac{\gamma - 1}{2}M^{2}}} \right)^{\gamma/{({\gamma - 1})}}\mspace{45mu} {and}}}\mspace{11mu} \; {\frac{P_{06}}{P_{e}} = \left( {1 + {\frac{\gamma - 1}{2}M_{e}^{2}}} \right)^{\gamma/{({\gamma - 1})}}}} & {(12)\mspace{14mu} {and}\mspace{14mu} (13)}\end{matrix}$

in which M is the flight Mach number and M_(e) is the Mach number in theplane of the exhaust. Therefore, with the condition p_(e)=p_(a), it isclear that

$\begin{matrix}{\frac{P_{0a}}{P_{a}} = {{\frac{P_{06}}{P_{e}}\mspace{14mu} {and}\mspace{14mu} M_{e}} = M_{a}}} & (14)\end{matrix}$

Thus the exhaust velocity may be determined from

$u_{e} = {\frac{a_{e}}{a_{a}}u}$

Where a is the speed of sound. Since a=√{square root over (γRT, )} thena_(e)/a_(a)=√{square root over (T_(e)/T_(a))}. However, for the caseM_(e)=M_(a), T_(e)/T_(a)=T₀₆/T_(0a) and, since T₀₄=T₀₆, then:

u _(e)=√{square root over ((T₀₄)}/T _(0a))u.   (15)

The energy equation applied to the idealized combustion process,neglecting the enthalpy of the incoming fuel, is

(1+f)h ₀₄ =h ₀₂ +fQ _(R)   (16)

where f is the fuel-air ratio and Q_(R) is the heating value of thefuel. If the specific heat is assumed constant, then Equation 16 may besolved for f in the form

$\begin{matrix}{f = {\frac{\left( {T_{04}/T_{0a}} \right) - 1}{\left( {{Q_{R}/c_{p}}T_{0a}} \right) - {T_{04}/T_{0a}}}.}} & (17)\end{matrix}$

Equations 10 and 15 may be combined to give the thrust per unit massflow of air,

$\begin{matrix}{\frac{T}{{\overset{.}{m}}_{a}} = {M{\sqrt{\gamma \; {RT}_{a}}\left\lbrack {{\left( {1 + f} \right)\sqrt{T_{04}/T_{a}}\left( {1 + {\frac{\gamma - 1}{2}M^{2}}} \right)^{{- 1}/2}} - 1} \right\rbrack}}} & (18)\end{matrix}$

where f is given by Equation 17. The thrust specific fuel consumption(TSFC) is given by:

$\begin{matrix}{{T\; S\; F\; C} = {\frac{{n\&}v_{f}}{T} = \frac{f}{{{T/n}\&}v_{a}}}} & (19)\end{matrix}$

with appropriate constants to convert to the desired units, usuallypounds (mass) per hour per pound force.

FIG. 4 indicates the thrust specific fuel consumption and the requiredfuel-air ratio of an ideal ramjet as a function of flight Mach numberand peak temperature. It can be seen that for any given temperaturethere is a maximum flight Mach number at which no fuel may be burned inthe air. Conversely, for any given flight Mach number it would appearfrom the figure that operation at low temperature is advantageous, sinceit results in lower TSFC. However, as shown in FIG. 5, this means arelatively low thrust per unit airflow rate and hence a larger enginefor a given thrust. But the larger the engine, the greater its mass anddrag. As a result, maximum speed operation of an aircraft is often basedon maximum tolerable temperature. Cruise operation may then employ alower engine temperature, which engenders both longer engine life andlower specific fuel consumption. The choice of the best engine size andoperating temperature for maximum cruise economy requires a carefulanalysis of the drag and weight penalties associated with largerengines, as well as an analysis of fuel consumption.

Gas Turbine Engines

It has been mentioned that one of the disadvantages of the ramjet isthat its pressure ratio depends on the flight Mach number. The Ramjetcannot develop takeoff thrust and, in fact, it does not perform wellunless the flight speed is considerably above the speed of sound. Oneway to overcome this disadvantage is to install a mechanical compressorin the inlet duct, so that even at zero flight speed air could be drawninto the engine, burned, and then expanded through a nozzle. However,this introduces the need for power to drive the compressor. If a turbineis coupled to the compressor and driven by the hot gas passing from theburner on its way to the exhaust nozzle, the ramjet has become aturbojet. The addition of the turbo machinery, however, entirely changesthe characteristic performance of the engine.

The internal arrangement of the turbojet is shown schematically in FIG.6. In flowing through the machine, air undergoes the followingprocesses:

At station (a) from far upstream, where the velocity of the air relativeto the engine is the flight velocity, the air is brought to the intake601, usually with some acceleration or deceleration.

Between stations (1)-(2), the air velocity is decreased as the air iscarried to the compressor inlet 604 through the inlet diffuser 603 andducting system.

Between stations (2)-(3) the air is compressed in a dynamic compressor605.

Between stations (3)-(4) the air is “heated” by the mixing and burningof fuel in the air in a combustion chamber 607 or burner.

Between stations (4)-(5) the air is expanded through a turbine 609 toobtain power to drive the compressor.

Between stations (5)-(6) the air may or may not be further “heated” bythe addition and burning of more fuel in an afterburner 611.

Between stations (6)-(7) the air is accelerated and exhausted throughthe exhaust nozzle 613 and outlet 615.

The thermodynamic path of the fluid within a turbojet 600 may beconveniently shown on an enthalpy-entropy or temperature-entropydiagram. To gain an understanding of the overall process, it is usefulat first to study a highly simplified model. For this reason, let usassume that all components except the burners are reversible andadiabatic, that the burners may be replaced by simple frictionlessheaters, and that velocities at stations (2) through (6) are negligible.The T-s diagram for such an engine is shown in FIG. 7 fornon-afterburning and afterburning engines, assuming the working fluid tobe a perfect gas. In the ideal case the pressure rises from (a) to (1),and still more from (1) to (2) as the air is decelerated relative to theengine. Since the velocity at (2) is assumed zero and the decelerationis isentropic, p₂ is the stagnation pressure for states (a), (1), and(2). Also, T₂ is the stagnation temperature for these states. The powerconsumed in compression from (2) to (3) must be supplied through theturbine in expansion from (4) to (5). Hence, if the compressor andturbine mass flow rates are equal, h₃−h₂=h₄−h₅, and if the specific heatis constant, the corresponding temperature differences are also equal.In the non-afterburning case, states (5) and (6) are identical and theenthalpy drop from (5) or (6) to (7) is proportional to the square ofthe exhaust velocity u_(e) ². In the afterburning case: the air isreheated between (5) and (6). From the shape of the constant-pressurecurves it can be seen that (T₆-T₇), and hence the exhaust velocity, willbe greater in the afterburning case. The absence of highly stressedmaterial in the after burner allows T₆ to be much higher even than T₄ sothat the increase in exhaust velocity can be on the order of 50%.

Although this is a greatly simplified model, it illustrates thefunctions of the various components and the relationships between them.It shows clearly that the output or kinetic energy of the exhaust fluidis, in a sense, a remainder after power has been extracted from thefluid to drive the compressor.

An actual engine differs from this ideal model in several respects.First, and most important, no components are actually reversible,although it is usually reasonable to assume them adiabatic. Second, theburners are not simple heaters and the composition of the working fluidwill change during he combustion processes. Third, the fluid velocitieswithin the engine are not negligible. If the fluid velocity in thecombustor were actually zero (as constant-pressure combustion requires),it would be impossible to have a stable flame, since the flamepropagates relative to the fluid at fairly large velocities. There is afourth difference, in that the turbine and compressor flow rates may notbe equal since, on the one hand, fuel is added between the two and, onthe other, air may be extracted at various positions for coolingpurposes.

FIG. 8 shows an enthalpy-entropy diagram for a real engine withreasonable irreversible effects, and typical temperatures, for acompressor pressure ratio of ten. Afterburning and non-afterburningprocesses are shown, with the exhaust pressure equal to ambient pressurein both cases.

The process begins with atmospheric air at h_(a), p_(a). By virtue ofthe relative (flight) velocity between the air and the engine, this airhas a stagnation enthalpy h_(oa), higher than h_(a). Further, since nowork or heat transfer occurs between (a) and (2), the stagnationenthalpy is constant through station (2). The air is externallydecelerated from (a) to (1). For all practical purposes this externaldeceleration is an isentropic process (unless an external shock occurs),hence state (1) is on an isentrope with state (a) and p₀₁=p_(0a). From(1) to (2) the air is further decelerated, accompanied by an increase inentropy through frictional effects. Note that this results in a decreasein stagnation pressure. From (2) to (3) the air is compressed, againwith an increase of entropy due to irreversibilities in the compressionprocess. State (03)_(s) is defined as that state which would exist ifthe air could be compressed isentropically to the actual outletstagnation pressure. State (03) is the actual outlet stagnation state.

From station (3) to station (4) (see FIG. 6), some fuel is mixed withthe air and combustion occurs. Strictly speaking, the fluid compositionchanges between these stations, and a continuous path between themshould not be shown. However, since the fluid characteristics do notchange markedly, there is no difficulty in showing the two substances ondifferent portions of the same diagram. The stagnation pressure at (4)must be less than at (3) because of fluid friction and also because ofthe drop in stagnation pressure due to heat addition at finite velocity.As we shall see later, it is advantageous, and an important aspect ofthe present subject matter, to make T₀₄ as high as material limitationswill allow. Hence states (04) and (4) are fairly well fixed.

From (4) to (5), the fluid expands through the turbine, providing shaftpower equal to the shaft power input to the compressor (plus anymechanical losses or accessory power). Since no work or heat transferoccurs downstream of station (5), the stagnation enthalpy remainsconstant throughout the rest of the machine.

State (6) depends on the geometry involved, but p₀₆ must be less thanpos. The exhaust pressure p₇ generally equals the atmospheric pressurep_(a), but it may be different if the exhaust flow is supersonic. Ifstate (7) is known, the velocity u₇ can be calculated from the known h₀₇(or h₀₅) regardless of the properties at (6). If the afterburner isoperative, the fluid is raised in temperature to state (06A), afterwhich it expands in the nozzle to state (7A).

Again it can be seen that the exhaust kinetic energy is the relativelysmall difference between the total available enthalpy drop from state(04) and the compressor work input. For a given compressor-pressureratio, irreversibilities increase the compressor power requirement whileat the same time increasing the necessary turbine pressure drop. Botheffects decrease the exhaust kinetic energy, so that overall performancemay be expected to be very sensitive to compressor and turbineperformance.

Embodiments of the present subject matter also rely on electomagnetics,a discussion of which follows.

Electro Magnetics

Moving charges can experience forces other than those which they wouldexperience at the same position without motion. These are magneticforces, and the regions in which they occur are called magnetic fields.Magnetic forces depend on the magnitude of the charge, the magnitude anddirection of the charge velocity, and the strength of the magneticfield. In general, the magnetic force on a charge at velocity ū is givenby the vector product

F=qū×B   (20)

Equation 20 may be considered a definition of the magnetic fieldintensity vector B, which is also called the magnetic induction ormagnetic flux density having units, in the MKS system, of:

$\frac{{newton}\text{/}{coulomb}}{{meters}\text{/}{second}} = {\frac{{volt} - {seconds}}{({meter})^{2}} = \frac{webers}{({meter})^{2}}}$

The gauss is another common unit for magnetic flux density. It isrelated to the rationalized MKS unit by:

1weber/m ²=10⁴ gauss.

The earth's weak magnetic field is only about 0.5 gauss, while “strong”permanent magnets may produce 5 to 10 thousand gauss at a pole face, andvery strong electromagnet may produce 10⁶ gauss.

Since an electrical current consists of charges in motion, the force ona current carrying element can be determined from the forces on theindividual charges. The current density vector j is defined as the rateper unit area at which charge travels through the current-carryingelement. It is measured in coulombs per second per square meter oramperes per square meter. The current density is related to the volumecharge density ρ_(q) of the moving charges and their velocity u by

j=ρ_(q) u   (21)

The electromagtnetic force dF on the charge ρ_(q) dv contained withinany increment of volume dv is

dF=(ρ _(q) dv)u×B=(dv)j×B   (22)

Therefore the force per unit volume is

F=j×B   (23)

The acceleration of particles by these magnetic forces is an importantaspect of the present subject matter. To facilitate an understanding ofthe relationship of these accelerated particles to the overall airstream, a discussion of macroscopic and microscopic particleinteractions follows.

Particles

The relationships between macroscopic (i.e. , continuum) properties andthe microscopic particle motions are given by kinetic theory. Thepressure exerted by a gas containing n particles per unit volume, eachparticle being of mass m, is given by

$\begin{matrix}{p = {\frac{1}{3}n\; m\; {\overset{\_}{u}}^{2}}} & (24)\end{matrix}$

where ū² is the average squared velocity given by:

$\begin{matrix}{{\overset{\_}{u}}^{2} = \frac{\int_{0}^{n}{u^{2}{dn}}}{n}} & (25)\end{matrix}$

in which dn is the number of particles having velocities from u to u+duand n is the total number of particles. The average squared velocity andtemperature are related by:in which is shown graphically in FIG. 9.

$\begin{matrix}{{\frac{1}{3}m\; {\overset{\_}{u}}^{2}} = {{\frac{\overset{\_}{R}}{N_{0}}T} = {kT}}} & (26)\end{matrix}$

where, N₀=Avogadro's number, 6.0251×10²⁶ molecules/kg-mole,

R=universal gas constant=8.3144×10⁻²³ joules/kg=mole ° K , and

k=Boltzmann's constant=1.3803×10⁻²³ joules/molecule ° K

This is usually expressed in terms of the average particle kineticenergy,

$\begin{matrix}{{\frac{1}{2}m\; {\overset{\_}{u}}^{2}} = {\frac{3}{2}{kT}}} & (27)\end{matrix}$

In these expressions, u is a measured relative to the bulk motion of thegas so that p and T are, as the notation indicates the static propertiesof the gas. In addition to the root-mean-square velocity, which issufficient for the expressions, we shall be interested in two additionalaverage particle velocities.

$\begin{matrix}{{f(u)} = {\frac{4}{\sqrt{\pi}}\left( \frac{m}{2\; {kT}} \right)^{3/2}u^{2}e^{- {mu}^{{2/2}\; {kT}}}}} & (28)\end{matrix}$

which is shown graphically in FIG. 9.

It may be verified from Equation 28, that the root-mean-square velocity,consistent with Equation 27, is:

u _(rms)≡√{square root over (u² )}=√{square root over (3kT/m)}  (29)

The average or arithmetic velocity is

$\begin{matrix}{u_{ave} = {{\frac{1}{n}{\int_{0}^{f}{udn}}} = \sqrt{\left( {8/\pi} \right)\left( {{kT}/m} \right)}}} & (30)\end{matrix}$

and the most probable velocity (that with the highest dn/du) is

u _(mp)=√{square root over (2(kT/m))}  (31)

Another important variable in gas or plasma behavior is the collisionfrequency. Here, a collision is defined as that which occurs when oneparticle enters the force field of another and therefore undergoes achange in its motion.

Consider the motion of a single particle through a “sea” of surroundingparticles. The frequency with which it collides with other particles isproportional to its average speed u_(ave) and the number of particlesper unit volume:

v=Qnu_(ave)   (32)

The proportionality constant Q is measured in units of area and iscalled the collision cross section for a particular type of collision.Collisions may be classified according to the result of the interaction.For example, one may be interested only in the frequency of collisionswhich result in ionization, or in the loss of a certain increment ofmomentum, etc. This information can be collected by defining separateproportionality constants, called cross sections for the separateprocesses such as “ionization cross section,” etc. If there are several“target” species, the total collision frequency of that type is the sumof the separate terms:

$\begin{matrix}{v = {u_{ave}{\sum\limits_{j}{Q_{j}n_{j}}}}} & (33)\end{matrix}$

It is possible (though in some instances misleading) to interpret thecross section as the geometric area of the target. Consider the simplecase of collisions between rigid spheres. As a “projectile” of radius r₁travels through a sea of “targets” of radius r₂. It is clear that anytargets whose centers are within a cylinder of radius, r₁+r₂ centered onthe path of the projectile will be hit. As the projectile moves, itsweeps out a collision volume at the rate π(r₁+r₂)^(2u) ave, andcollisions occur at the rate of:

π(r ₁ +r ₂)² u _(ave) n

Q=π(r ₁ +r ₂)²   (34)

This simple picture does not account for the motion of the targets orfor the distribution of projectile velocities. Computations which allowfor these effects yield a correction factor for Equation 33 which is anorder of magnitude unity. For the particular case of electronprojectiles, it is quite reasonable to assume that the targets are atrest since almost all the relative motion is due to the much fasterelectrons. However, if the treatment is to be accurate, it is necessaryto take into account the distribution of electron velocities.

Associated with the collision frequency is the mean free path A, oraverage distance between collisions; which can be obtained by dividingthe total distance traveled by the number of collisions during thetravel time t. Thus,:

$\begin{matrix}{\lambda = \frac{u_{ave}t}{vt}} & (35) \\{or} & \; \\{\lambda = \frac{1}{\sum_{j}{Q_{j}n_{j}}}} & (36)\end{matrix}$

The collision cross section may be subdivided according to the nature ofthe interaction. The simplest interaction is an elastic collision inwhich the total kinetic energy of the particles is conserved. Ininelastic collisions, energy is also conserved, of course, but part ofthe energy is absorbed by the particles, causing, for example,ionization or radiation.

As seen from the above equations, the average squared velocity can beincreased by increasing the velocity u of a subset of total particles inthe control volume or all of the particles and an increase in thevelocity of a particle results in an exponential increase in itspressure contribution.

Gas turbine engine designers are constantly trying to increase thethrust or power output from a given engine, reduce its weight, and/ordecrease the fuel consumption for a specified output. One method toachieve these improvements is to operate at as high a turbine inlettemperature as possible. The turbine inlet temperature however islimited by the thermal and structural characteristics of currentmaterials. Improvements in these characteristics have allowed themaximum turbine inlet temperature to slowly increase, over time.

One prior art method used to increase the turbine inlet temperaturewithout relying on improvements to materials has been the use of turbinecooling, which allows the turbine inlet temperature to be increasedwhile maintaining a constant blade (material) temperature. Althoughturbine blade cooling allows higher turbine inlet temperatures,detrimental effects do result because of the turbine cooling. Thesedetrimental effects include added cost for producing turbine blades,reduction in turbine blade reliability, loss of turbine work due to thecooling air bypassing one or more of the turbine stages, losses due tothe cooling air being mixed with the hot gas stream, and a decrease instream enthalpy when the cooling air is mixed with the hot gas stream.

It is an object of the present subject matter to obviate thedeficiencies in the prior art and present a novel gas engine. The gasengine including a rotating magnetic field with a first set of magneticflux lines proximate to an inlet, and a second set of magnetic fluxlines proximate to the exit; a combustion chamber between an inlet andexit; and wherein an ionized gas stream having a net charge enters saidduct via said inlet through the first set of magnetic flux lines, passesinto the combustion chamber and exits the duct through the second set ofmagnetic flux lines and the exit. The gas engine exploits theinteraction between the rotating magnetic field and the charged ions tocompress and extract work from the air stream.

It is also an object of the present subject matter to present a novelmethod for extracting work out of a gas. The novel method includingproviding a gas stream with a net charge; compressing the gas stream byexposing the gas stream to moving magnetic field having a first set ofmagnetic flux lines having a first velocity vector thereby acceleratingparticles in the gas stream in a direction normal to the first set offlux lines and normal to the first velocity vector and heating thecompressed gas stream. The method also including expanding the heatedgas stream to increase the gas stream's velocity and exposing theexpanded gas stream to a second magnetic field defined by a second setof magnetic flux lines thereby imparting a force normal to the gasstream velocity and the second set of magnetic flux lines on the secondmagnetic field and extracting the work from the rotation of the secondmagnetic field.

It is still another object of the present subject matter to present anair breathing thruster capable of generating thrust at flight velocitiesthroughout the range from M=0 to Mach=6 by operating on an air streamwith a rotating magnetic field. The air breathing thruster including acontinuous air stream path, a magnetic flux compressor, a combustionchamber downstream of the magnetic flux compressor and a magnetic fluxturbine downstream of the combustion chamber. The magnetic fluxcompressor including a first portion of a rotating magnetic field, wherethe rotating magnetic field has a local velocity generally perpendicularto the air stream path proximate the magnetic flux compressor. Themagnetic flux turbine downstream of the combustion chamber comprising asecond portion of the rotating magnetic field with a second localvelocity generally perpendicular to the air stream path proximate themagnetic flux turbine and anti-parallel to the local velocity withrespect to the air stream path proximate the magnetic flux turbine. Therotation of a first portion in the flux compressor and the rotation ofthe second portion in the flux turbine of the rotating magnetic fieldare coupled.

These and many other objects and advantages of the present subjectmatter will be readily apparent to one skilled in the art to which theinvention pertains from a perusal of the claims, the appended drawings,and the following detailed description of preferred embodiments.

FIG. 1 is a representation of a generalized thrust producing device.

FIG. 2 is schematic diagram of a prior art ramjet engine.

FIG. 3 is a representation of the thermodynamic path of fluid in anideal ramjet.

FIG. 4 is a performance chart of three ideal ramjets.

FIG. 5 is a representation of thrust per unit airflow for three idealramjets.

FIG. 6 is schematic diagram of a prior art turbojet engine.

FIG. 7 is a T-s diagram for afterburning and non-afterburning idealturbojet engines.

FIG. 8 is a T-s diagram for prior art real turbojet engine.

FIG. 9 is Maxwell velocity distribution, showing most probable,arithmetic mean, and root-mean-square velocities.

FIG. 10 is a schematic diagram of an embodiment of the present subjectmatter.

FIG. 11 is a representation of an embodiment of the present subjectmatter.

FIG. 12 is a schematic diagram of another embodiment of the presentsubject matter.

FIG. 13 is a representation of another embodiment of the present subjectmatter, having inner and outer chambers.

FIG. 14A is a representation of the interaction between the rotatingmagnetic field and a charged particle in an inertia frame.

FIG. 14B is a representation of the interaction between the rotatingmagnetic field and a charged particle in a frame fixed in the magneticfield.

DETAILED DESCRIPTION

The present subject matter overcomes the deficiencies in the prior artby introducing or generating charged particles within an air stream andmanipulating the air stream with magnetic fields operating on thecharged particles. For the purposes of this disclosure charged particlesand ionized particles are used synonymously. Embodiments of the presentsubject matter compress the air stream by accelerating charged particleswith a moving magnetic field, where the magnetic field possesses avelocity perpendicular to its flux lines. The increased velocity of thecharged particles increases the statistical mean particle velocity andthereby, as discussed previously, increases the pressure of the airstream. The compressed air stream is then heated and expanded through asecond magnetic field. The expansion of the air stream substantiallyincreases the velocity of the air stream and the charged particlestherein. The interaction of the high velocity charged particles impart aforce perpendicular to the flux lines of the second magnetic field andthe velocity of the charged particles. This force powers the movement ofthe magnetic field and can also be extracted in the form of mechanicalwork.

The advantages of the present subject matter over the prior art shouldbe clearly evident. The restraint on turbine inlet temperature T₀₄ as aresult of material limitations is substantially lifted, the viscouslosses due to interaction between the compressor and turbine blades areeliminated and the operating velocity range can extend from the low endof turbojets to the top end of ramjets without the problems associatedwith each. In fact, embodiments of the present subject matter can switchbetween operations as a turbo jet to operation as a ramjet with theproverbial flick of a switch.

FIG. 10 is a schematic diagramF of an embodiment of the present subjectmatter. An ionized air stream having a net negative charge is providedat the inlet (a), the air stream may also have a net positive charge butfor clarity the embodiment in FIG. 10 is discussed using an air streamhaving a net negative charge. The net negative charge can be a result ofionizing the air, an introduction of negatively charged particles, or areduction of positively charged particles. Pressure is recovered fromthe air stream by the diffuser 1003 at (1) and then is compressed by theflux compressor 1005 between stations (2) and (3). The interaction ofthe ionized particles in the air stream with the rotation or relativemovement of the magnetic field 1100 is responsible for the increase inpressure from the flux compressor 1005. Ionized particles with anegative charge are exposed to the portion of the moving magnetic field1110 emanating out of the magnetic core 1101. The magnetic field isdefined by a plurality of magnetic flux lines which collectively definethe magnetic field intensity vector, or magnetic flux density. The fluxfield as shown in FIG. 10 has a component 1110 in the outward radialdirection and since the magnetic field is rotating about the core's axesit has a velocity of Ωr{circumflex over (θ)} where Ω is the angularvelocity of the rotating magnetic core 1101 and r is the radial distancefrom the center of the magnetic core 1001. The relative velocity betweenthe magnetic flux lines and the charged particle is |Ωr|{circumflex over(θ)}; therefore, an examination of the interaction of a negativelycharged particle with the magnetic flux density can be viewed using theflux lines as the reference, in which case the particle has a velocityof −Ωr{circumflex over (θ)}. Thus, it follows that the force exerted onthe negatively charged particle is −qΩrB{circumflex over (z)}, where{circumflex over (z)}={circumflex over (θ)}x r, in a cylindricalcoordinate system. Therefore the negatively charged particle isaccelerated in the −z direction, resulting in an increase in pressure asgoverned by equation (24). Thus, the increase in pressure for the airstream is largely a function of charge density, magnetic field densityand angular velocity, between r and r.

The work exerted on the air stream is therefore a function of volumecharge density ρ_(q), magnetic field density and angular velocity andmay be expressed as

∫_(r¹)^(r)2 π r³(ρ_(q)) Ω B dr  or  generally  as  ∫f(ρ_(q), B, Ω, r).

The power consumed by the rotating magnetic flux lines in compressingthe air stream, i.e. the flux compressor 1005, is supplied by expandingthe air stream through a second set of magnetic flux lines or fluxturbine 1009. The compressed air stream, prior to expansion is heated bymixing and burning of fuel in the air in combustion chamber 1007 orheater. The air is then expanded through the flux turbine 1009 to obtainpower to drive the flux compressor 1005 and extract additional work ifso configured. It is the interaction of the charged particles throughthe magnetic flux lines of the flux turbine 1009 which generate theforce and thus it is the movement of the flux turbine 1009 which allowswork to be extracted. The expansion of the air stream increases thevelocity of the air stream and thus the individually charged particles.Whereas the interaction between the particles and the flux compressor1005 is driven primarily as a result of the rotation of the magneticflux lines 1110, thus creating a relative velocity between the particleand the flux lines in the {circumflex over (θ)} direction. Theinteraction between the charged particles and the flux turbine 1009 aredriven primarily as a result of the relative velocity between thecharged particles and the magnetic flux lines 1120 of the flux turbine1009 in the z direction. The force exerted on the magnetic field 1120 ofthe flux turbine 1009 F=qu x B=qu_(z){circumflex over (z)}×−b{circumflexover (r)}=qu_(z)B{circumflex over (θ)} and the work provided can beexpressed generally as:

∫f(ρ_(q), B, u_(z)).   (38)

When used as a power plant, the air stream is more fully expanded as itpasses through the flux turbine 1009 in order to extract the most workvia the flux turbine 1009; however, in the case of a propulsion device,the air stream is expanded only enough such that the work supplied bythe flux turbine 1009 is substantially equal to the work required by theflux compressor 1005. The air stream is further expanded downstream ofthe flux turbine 1009 in a nozzle 1013 which has the effect ofgenerating thrust for propulsion.

The steady state operating point occurs where the turbine power,governed by equation 38, is equal to the power required to drive theflux compressor 1005, governed by equation 37, or in the case of powergeneration equal to the power required to drive the flux compressor 1005and the extracted power.

∫f(ρ _(q) , B, u _(z))dr=∫f(ρ, B, Ω, r)dr+extracted work.   (39)

The expansion of the gas prior to exiting through the portion of themagnetic field 1120 can be altered (or controlled) to regulate theturbine power. The more the gas is expanded, the larger the velocity ofthe ions, and thus an increase in the power extracted from the air flowand vice versa, as can be seen by inspection of Equation 39.

Hereto for, the interactions have been described with relativevelocities perpendicular to the magnetic flux lines. This was done forclarity only; it is very likely that the relative velocity will not beperpendicular to the magnetic flux lines, such eccentricities do notdiminish the operation of the engine as described. For the descriptionof the present subject matter only components of the relative velocityperpendicular to the flux lines are discussed for simplicity purposes.Furthermore, the inlet velocity of the air stream is assumed to benegligible with respect to the rotation speed of the flux compressor andwill not be included in the discussion.

FIG. 11 shows an embodiment of the present subject matter. The ionizedair stream enters through the diffuser 1003 through the flux compressor1005, becomes heated in the combustion chamber 1007 and expands outthrough the flux turbine 1009 and further expands through the nozzle1013. The rotating magnetic field defined by flux lines 1110 at theinlet and flux lines 1120 at the outlet is generated, in thisembodiment, by a permanent bar magnetic 1101 rotating at an angularvelocityΩ, however other mechanisms for generating the rotating magneticfield are equally envisioned. The outer casing 1070 is preferablyconstructed with a magnetically conducting material, such as a ferrousmetal. The magnetically conducting material further allows the fluxlines to effectively complete the magnetic circuit from the inlet to theoutlet and further serves to concentrate the magnetic field and shieldthe objects in the vicinity of the engine from the magnetic field. Theselection of the magnetic conducting material will also involve otherconsiderations, such as material strength, weight and temperaturetolerance and other well-known engineering principles. The embodimentshown in FIG. 11 requires an ionized air stream with a net charge.

As noted earlier, an advantage of this embodiment as well as others, isthat as the Mach number of the air stream is increased, the diffuser1003, combustion chamber 1007 and nozzle 1013 can effectively operate asa ramjet, independent of the flux compressor 1005 and flux turbine 1009,and thus, the requirement for an ionized field can be lifted. However,this embodiment is preferably, but not exclusively, used in a closedsystem, since the ionized stream can be recycled, and thus power lossesfrom generating the ionized stream can be minimized.

FIG. 12 shows a schematic of another embodiment of the present subjectmatter. The embodiment in FIG. 12 divides the ionized stream into apositive 1260 and negative 1261 stream and operates on each streamindependently. The embodiment of FIG. 12 recognizes that an ambient gas,such as air, is comprised of generally neutral particles that can beionized or separated into two streams of equal and opposite charges, sothat while, on a macro level, the total stream is generally neutral, theindividual streams can each have a net and opposite charge and may beoperated on as discussed above.

An air stream separator is preferable for operation in a neutral gasenvironment and is discussed at a later time. In the schematic diagramthe stations are the same as discussed throughout. The gas stream iscompressed in diffuser 1203 and divided into an outer stream with, forexemplary purposes, a net negative charge and an inter stream with a netpositive charge. In the embodiment shown an outer duct concentric withan inner duct are divided by a magnetic cylinder 1202 and preferably aconductive casing. The outer duct and the inner duct each comprise aninlet and an exit represented generally by stations (2) and (5)respectively. The rotating magnetic field can be generated by a magneticcylinder 1202 rotating about an axis. Additionally, a center bar 1201can be made of magnetically conductive material or an oppositelydisposed bar magnetic. The magnetic field is described by a first set ofmagnetic flux lines 1210 with a radial component in a positive directionnormal to the axis and located generally between the boundary and aperiphery of the outer chamber near the inlet at station (2) and asecond set of magnetic flux lines 1220 with a radial component in anegative radial direction normal to the axis and between the boundaryand the periphery of the outer chamber proximate to the outlet generallyat station (5).

The negatively charged gas stream enters the inlet of the outer chamber,through the first set of magnetic flux lines 1210 of the flux compressor1205 where it is compressed by its interaction with the magnetic field.The compressed gas stream is mixed with fuel and combusted in acombustion chamber 1207, expanded out through the second set of magneticlines 1220 of the flux turbine 1209 and exhausted through the nozzle1213.

The inner chamber includes a third set of magnetic flux lines 1211 witha radial component in the negative direction normal to the axis andbetween the magnetic cylinder 1201 and the bar 1201 proximate to theinlet at station (2) and a fourth set of magnetic flux lines 1221 with aradial component in the positive direction normal to the axis andbetween the magnetic cylinder 1202 boundary and the bar 1201 at the axisproximate to the outlet at station (5).

The positively charged gas stream enters the inlet of the inner chamber,through the third set of magnetic flux lines 1211 of the flux compressor1205 where it is compressed by its interaction with the magnetic field.The compressed gas stream is mixed with fuel and combusted in acombustion chamber 1207, expanded out through the fourth set of magneticlines 1221 of the flux turbine 1209 and exhausted through the nozzle1213.

The combustion chamber 1207 is compartmentalized within each of theouter chamber and the inter chamber and preferably each chamber isseparated from the other. The rotation of the first set of magnetic fluxlines 1210 about the axis is coupled to the rotation of the second setof magnetic flux lines 1220 about the axis.

Alternatively the center bar 1201 can be made of a dielectric or nonmagnetic conducting material thereby substantially eliminating the thirdand fourth set of magnetic flux lines. In such a case, the inner gasstream is not operated on by the magnetic field. Alternatively, as well,the outer casing can be made of a dielectric or non magnetic conductingmaterial. Thus, the first and second sets of magnetic flux lines aresubstantially eliminated resulting in the outer gas stream not beingoperated on by the magnetic field. The engine in these alternativessimply bypasses the gas streams in the non operable chambers or with theaddition of traditional compressor blades or fans, the engine canextract some of the work from the flux turbine and act as a traditionalhigh bypass turbofan with respect to the magnetically disabled chamber.

FIG. 13 is a representative illustration of an embodiment of theschematic shown in FIG. 12. The air stream is separated into positiveand negative streams. Each stream is compressed, heated and expandedthrough respective concentric ducts. For the embodiment illustrated inFIG. 13, the negative air stream passes through the outer chamber 1372while the positively charged air stream passes through the inner chamber1373.

The outer chamber 1372 is formed between an outer casing 1370 and aninner casing 1371. As noted earlier, the casings are made withmagnetically conductive materials. The negatively charged air streamenters through the diffuser 1003 through a set of magnetic flux lines1310 radiating out of rotating cylindrical magnet 1302. The magneticflux lines 1310 have a component in the outward radial connection andflow into the outer casing 1370 and periphery of the flux compressor1205. The reaction between the negative particles in the negative airstream and the rotating magnetic field defined by the set of flux lines1310 compresses the negatively charged air stream. Fuel is injected intothe compressed negatively charge air stream, and combustion ismaintained by flame holder 1350 a in the combustion chamber 1370 a. Theheated air stream is then expanded through the set of magnetic fluxlines 1320 radiating out of the periphery of the flux turbine 1209 atthe outer casing 1370 and into the rotating magnetic cylinder 1302. Thissecond set of magnetic flux lines 1320 have a component in the oppositeradial direction as the first set of magnetic flux lines 1310. Theexpanded air stream is then further expanded through the nozzle 1313.This additional expansion, along with the force generated by the fluxcompressor 1205 on the air stream, generates the engine's thrust.

The inner chamber 1373 is formed between a second inner casing 1374 anda magnetic bar 1301 having a magnetic orientation opposite of themagnetic cylinder 1302. The rotation of the magnetic bar 1301 is coupledto the rotation of the magnetic cylinder 1302. The positively chargedair stream enters through the diffuser 1203 through a third set ofmagnetic flux lines 1311 radiating out of the rotating cylindricalmagnet 1302. The magnetic flux lines 1311 have a component in the inwardradial direction and flow into the center magnetic bar 1301 in thecenter of the flux compressor 1205. The reaction between the positiveparticles in the positive air stream and the rotating magnetic fielddefined by the third set of flux lines 1311 compresses the positivelycharged air stream. As in the outer chamber, fuel is injected andcombustion is maintained by flame holder 1350 b in the combustionchamber 1307 b. The heated air stream is then expanded through a fourthset of magnetic flux lines 1321 radiating out of the center magnetic bar1301 and into the rotating magnetic cylinder 1302 at the outlet of thechamber. The fourth set of magnetic flux lines 1321 have a component inthe opposite radial direction as the third set of magnetic flux lines1311. The expanded air stream is then further expanded through thenozzle 1313.

The rotating magnetic cylinder 1302 rotates at an angular velocity Ω asillustrated in FIG. 13. The initial rotation of the magnetic cylinder1302 can be electrically or mechanically initiated similar to thestartup of conventional turbojet engines and thus is not discussedfurther.

Sources of Charged Particles

While not the emphasis of this disclosure, several methods of injectingcharged particles or ionizing a gas stream are discussed. The followingmethods are exemplary only and are not exhaustive.

The electron structure of an atom consists of a number of shells, eachcontaining specified number of electrons. The removal of one of theseelectrons to create a positive ion requires a quantity of energy calledthe ionization potential. As might be expected, those atoms containingsingle electrons in unfilled outer shells are easily ionized (i.e., theyhave relatively low ionization potentials. The alkali metalelements-lithium, sodium, potassium, rubidium, and cesium-haveparticularly low ionization potentials). Table I lists first and secondionization potentials (pertaining to the removal of the first and secondelectrons, respectively) for these elements, along with others forreference purposes. Note the relatively high ionization potentials ofthe inert elements, reflecting the fact that electrons must be extractedfrom a stable outer shell which is completely filled. The secondelectron extracted from an alkali metal must also come from a full shellaccounting for the high ratio of second to first ionization potentialsof these materials. Mercury, often considered as a propellant because ofits high atomic mass and relatively easy handling characteristics,normally contains two electrons in its outermost shell. Hence its firsttwo ionization potentials are relatively close together.

TABLE 1 First ionization Second ionization Element Atomic Numberpotential, eV potential, eV Alkali metals Li 3 5.4 75 Na 11 5.1 47 K 194.3 31 Rb 37 4.2 27 Cs 55 3.9 23 Inert elements He 2 24.5 54 Ne 10 21.541 A 18 15.7 28 H 1 13.5 — C 6 11.2 24 Hg 80 10.4 19

Two ionization processes are of importance for ion rockets:electron-bombardment ionization, occurring as a result of directcollision between an energetic electron and a single propellant atom inthe gaseous phase, and contact ionization, occurring as an interactionbetween a single propellant atom and a suitable solid surface. In theformer, low ionization potential favors low charging power, but it isnot absolutely essential. In the latter it is essential that theionization potential be quite low.

As a gas stream (air stream) with a net charge is required for operationof the gas engine described in this disclosure, the creation of thecharged gas stream is necessarily important. The charged gas stream canbe created by injecting charged particles into the gas stream, the airstream can be ionized and separated; or other known methods can be used.

Charge insertion and ionization is well known in the aerospace field. Ina typical ion rocket, neutral propellant is pumped to an ion productionchamber from which ions and electrons are withdrawn in separate streams.The exact method of generating and separating ion streams is immaterial.The subject matter of this disclosure needs only the result of thesemethods.

While embodiments of the present subject matter have been presented asair breathing engines with air as the working gas, such should not beconstrued as a limitation of the subject matter. Working gases of alltypes may be employed and various methods of applying heat are equallyenvisioned. It is only limitations of the basic cycle that limits theselection of the working gas and heating method.

Alternatively, while not discussed explicitly in this disclosure, themagnetic field can be replaced with an electric field and in turn, theionized or charged particle stream can be substituted with amagnetically charged stream of magnetic charged particles to achieve asimilar result. Changes to the described system and method to operate inthe aforementioned manner are well within the ability of one skilled inthe art given the teachings of this disclosure.

It is also envisioned that the gas engine described herein may utilize aregenerator extracting heat form the engine exhaust, an intercoolerwhich reduces the stagnation temperature of the air stream aftercompression or a re-heater, such as an afterburner, or a combinationthereof. It is also envisioned that the present subject matter may beused in combined cycle power systems.

FIG. 14A is a more rigorous representation of the interaction betweenthe charged particles and the rotating magnetic field. A single fluxline 1401 is shown for clarity. The rotating magnetic field, asdescribed in this disclosure, is comprised of an infinite collection ofthese conceptual flux lines. The flux line 1401 radiates from the z axisat an opening 1490 then curves back to the periphery of the opening1490. At the opening 1491 the flux line 1401 curves back around into thez axis at the origin of the opening 1491 thus completing the magneticcircuit. The flux line 1401 rotates around the z axis with an angularvelocity of S2 . The local velocity of the flux line 1401 isΩr{circumflex over (θ)} and is represented in FIG. 14a as V_(θ)(r).

A charged particle 1410 a enters the opening 1490 with an approximatevelocity of V₁ {circumflex over (z)}. In this depiction the charge has anegative charge. The magnitude of the charged particle's velocity ispreferably less than that of the local velocity of the flux line 1401.In FIG. 14A, the particle velocity is much less than the average localvelocity |V ₁{circumflex over (z)}<|V ₀(r)|. The charged particle 1410 afollows the air stream path 1420. The air stream path 1420 is aconceptualized generalized path, the actual path for each particle willof course differ greatly and be more chaotic.

The negatively charged particle, 1410a upon interacting with the fluxline 1401 at opening 1490, experiences an acceleration along the z axis.The acceleration,

=(V₈(r)B {circumflex over (z)}+V₁B{circumflex over (θ)})q/m, can besimplified since |V₁{circumflex over (z)}|<|V _(θ)(r)| to

=V_(θ)(r)qB{circumflex over (z)}/m. As noted above, the collectiveeffect on the air stream because of the increased velocity of thecharged particles is an increase in pressure. The air stream and thecharged particles therein, as a result of being heated and expanded,experience a significant increase in velocity. The charged particle 1410a, prior to interaction with the flux line 1401 and the opening 1491,has increased its velocity to V₂{circumflex over (z)} where V₂>>V₁ as aresult of the expansion. Due to the increased particle velocity,V₂>>V_(θ)(r), the particle now experiences an acceleration of:

=(−V_(θ)(r)B{circumflex over (z)}−V ₂ B{circumflex over (θ)})q/m

Since V₂>>V_(θ)(r), the acceleration can be generalized by:

=−V ₂ qB{circumflex over (θ)}/m.

The force exerted on the charged particle to develop the accelerationresults in an equal and opposite force on the flux line 1401. This forceis generalized as

=V₂qB{circumflex over (θ)} which results in a torque

=

×

=−rV₂qB{circumflex over (z)} on the flux line1401 and thus the magneticdevice. A similar result occurs if the charged particle 1410 a isdirected through the flux line 1401 along path 1421. From theperspective of the charged particle, these interactions would beindifferent.

FIG. 14B is a representation of same interaction between the chargedparticle 1410b and the magnetic flux line 1401 as shown in FIG. 14A butfrom a frame fixed in the in the magnetic field. The magnetic flux line1401 remains fixed and its relative rotation is now expressed on thecharged particle 1410. The charged particle now, upon entering theopening 1490, has a velocity

=V_(lz){circumflex over (z)}−V_(θ)(r){circumflex over (θ)}, where|V₁{circumflex over (z)}|<V _(θ)(r)|.

The charged particle 1410 upon interacting with the flux line 1401 atopening 1490, experiences an acceleration along with the z axis. Theacceleration as above is simplified to

=V_(θ)(r)qB {circumflex over (z)}m. The charged particle 1410 b prior tointeraction with the flux line 1401 and the opening 1491, has increasedits velocity to V₂{circumflex over (z)} where V₂>>V₁ and V₂>>V_(θ)(r) asa result of the expansion. The particle now experiences an accelerationof:

=−V ₂ qB{circumflex over (θ)}/m.

The force exerted on the charged particle to develop the accelerationresults in an equal and opposite force on the flux line 1401. This forceis gernalized as

=V₂qB{circumflex over (z)} which results in a torque

=r×F=−r V₂ q B_({circumflex over (2)}) on the flux line 1401 and thusthe magnetic device. From a fixed frame, the path 1420 of the particlelooks like an expanding spiral. Again from the perspective of thecharged particle, these interactions and paths are generally the same.

While preferred embodiments of the present invention have beendescribed, it is to be understood that the embodiments described areillustrative only and that the scope of the invention is to be definedsolely by the appended claims when accorded a full range of equivalence,many variations and modifications naturally occurring to those of skillin the art from a perusal hereof.

1.-8. (canceled)
 9. A jet engine for providing thrust across thesubsonic to supersonic regimes comprising: a duct having an inlet and anexit; a magnetic field device for providing a rotating magnetic fieldabout an axis, said magnetic field defined by a first set of magneticflux lines proximate to said inlet and a second set of magnetic fluxlines proximate to the exit; a combustion chamber within said duct andbetween said inlet and said exist; wherein an ionized gas stream havinga net charge enters said duct via said inlet through the first set ofmagnetic flux lines, passes into the combustion chamber and exits saidduct through the second set of magnetic flux lines and said exit;further comprising an ionized gas generator, wherein said generator isturned off above a predetermined Mach no.
 10. A jet engine for providingthrust across the subsonic to supersonic regimes comprising: a ducthaving an inlet and an exit; a magnetic field device for providing arotating magnetic field about an axis, said magnetic field defined by afirst set of magnetic flux lines proximate to said inlet and a secondset of magnetic flux lines proximate to the exit; a combustion chamberwithin said duct and between said inlet and said exist; wherein anionized gas stream having a net charge enters said duct via said inletthrough the first set of magnetic flux lines, passes into the combustionchamber and exits said duct through the second set of magnetic fluxlines and said exit; further comprising a charge separator, said chargeseparator directing gas with a net charge into the duct by separatingpart of the ionized gas into positive and negative charged gas ion,wherein said separator is turned off above a predetermined Mach no. 11.The jet engine according to claim 9, wherein said first set of magneticflux lines having a radial component in one direction normal to the axisproximate to said inlet; and the second set of magnetic flux lineshaving a radial component anti-parallel to said first set of magneticflux lines proximate to the exit.
 12. The jet engine according to claim9, wherein the rotation of said first set of magnetic flux lines aboutsaid axis is coupled to the rotation of said second set of magnetic fluxlines about said axis.
 13. The jet engine of claim 9, wherein said firstset of magnetic flux lines of the rotating magnetic field devices has avelocity substantially normal to the ionized gas stream.